Steve Jobs’ famous commencement speech to Stanford graduates in 2005 has now become one of the most watched motivational clips on the internet, with its view count climbing particularly sharply after his sudden demise. Cool, calm and collected, Steve explained to the students how certain events in his life were mapped as a series of dots. But it was only when he looked back with the power of hindsight, that he was able to connect these dots and understand how his journey came to be.

Like getting our first press car delivered, our first UK launch or our first mention in a national newspaper, attending our first International Launch can be chalked down as yet another small milestone in Car Throttle’s own, personal short history. We were lucky enough to be invited by ŠKODA UK to celebrate the launch of their brand new Citigo city car in Portugal, possibly a game changing vehicle for the Czech company despite a 117 year history. Our full review is on its way, but in the meantime in true photo blogging fashion, here is a “quick-pic” diary of our trip to sunny Lisbon in Portugal.

After a short flight in a rather nice jet from Farnborough, UK, we touched down in Lisbon where the temperature was a modest 15 degrees celsius, but certainly a nice change from the shiver-inducing weather experienced at home. To greet us was a bank of Citigo 5-door cars waiting for us Brits to put the car through its paces. Two engines both with a 1-litre displacement were available: 58bhp or 74bhp. We grabbed the keys to the former and headed off.

Não obrigado, senhor!

The car is deceptively large and in fact is only 40 centimetres shorter than the 3.9-metre Fabia which appears to be bulkier and doesn’t carry its weight as well. Wing mirrors provided decent visibility in manoeuvring through busy Lisbon traffic.

The route to lunch in Quinta de Sant’Ana started with some urban driving where the Citigo shone with its dainty size and precise although numb steering. A large convoy of journalists, some of whom took on board questionable advice from the temperamental Navigon satellite navigation unit, was whittled down to a few as city gave way to motorway.

The more powerful 74 brake engine seemed to provide greater cruising ability and easier overtaking, but as both engines churn out 70lb-ft (95Nm), lower speed city driving felt unsurprisingly similar across the engine range.

“In 200 metres, please take the exit”.

Beautiful Mediterranean scenery made me lust for a summer holiday. Outside of Lisbon and the roads became quieter and quaint as we passed through untroubled villages lined with stone walls.

A short stop-off in the 59bhp Citigo, as my co-driver attempts to find his sunglasses to shield his eyes from the onroad glare. Walking around the car it seems well-proportioned, if a little too conservative in comparison to its sibling in the Volkswagen Up! which places an oversize badge slap bang in the middle of the grille. The Citigo on the other hand prefers to quietly show off its updated corporate brand and marque.

After a few wrong turnings and cobbled streets, we reach Quinta de Sant’Ana and lunch. A spot of olive-oil tasting and some courtyard pictures and we’re back running again on the two hour jaunt back down the hilly roads to Lisbon, driving along the coast (more images of that in our full Citigo review).

A well-placed reminder by V.A.G. to consider the more expensive Up, conveniently located across the road from the hotel we would be spending the night in. Pricing is to be announced but rumours are circulating of a £500 difference between the base Up! and Citigo. Our main pricing discovery of the evening is that the 5-door will be only £350 more expensive than the 3-door which unfortunately wasn’t available to drive. As well as being more practical, the 5-door looks better too, so this shouldn’t be a difficult box to tick.

A long day of driving finishes with a picture-perfect view of the Marina outside the Altis Belém. A fantastic end to the trip and certainly an experience to remember. If this has whetted your appetite for the full review, stay tuned and subscribe via RSS so you don’t miss it.

The conventional wisdom is that, if you’re made your way up the corporate ranks to a good salary, and want a nice sedan that pleases both you and your ego, you get a 3-series BMW.  Hell, I’ve apparently followed that logic – even if I’m a few years off the chronological order.  It’s been this way for a long time, and for good reason: the 3-series is rightfully the standard bearer in the small luxury sedan market.

Now, back in the day that was true unless you lived in an area that got heavy snow.  Northern Michigan.  Sweden.  Montreal. Bolder, Colorado.  If that was the case, a light powerful rear-drive 3-series about as useful as a chocolate teapot.  Back in the 80′s, you might’ve wound up getting a Land Cruiser, or a Grand Wagoneer, or something else heavy with two transmissions levers: one for the transfer case, one for the gearbox, body-on-frame, but still tough and refined with a bit of luxury.  In the 90′s this changed to the Land Rover Discovery, Grand Cherokee, Lexus RX300, or maybe one of those weird Audi Wagons.  Sure, there was the relatively rare (E30) BMW 325xi, but back then the concepts of a legitimate luxury vehicle and real winter weather prowess were, mostly, mutually exclusive ideas.

Compelling evidence in the BMW vs Audi debate.

Today?  Ha, no.  All-wheel-drive has become an almost assumed option, as likely to be offered on a small or mid sized luxury sedan as an automatic.  So if you just landed that sweet-paying job that happens to be in, let’s say Maine, how do you pick?  How are all these cars different?  Glad you asked.  Because not all AWD systems are created equal.  Let’s take a look at the market for $30-45,000 AWD luxury sedans and see if we can make some sense of it.

First, a bit of differentiation on systems.  AWD setups can be divided into two different segments, if you will: native AWD and auxiliary all wheel drive.  Native AWD means the entire drivetrain was designed from the get-go to power all four wheels, and auxiliary AWD means the vehicle was originally 2WD, and had an AWD system “added on.”  Among the latter group, there are Native RWD setups (usually longitudinal-engined with a transfer case at the the back of the transmission, sending a driveshaft at an angle to an offset differential on the front) and Native FWD setups (which have either a viscous or mechanical transfer case of some sort which will power the driveshaft to the rear wheels when they detect the fronts are slipping.)

Let’s take a tour through the brands that offer luxury sedans which spin all four, and try to make some sense of it all.

Acura

Acura sells three different sedans (although “sell” is a relative term for the RL, of which they sold less in the US last year than Ferraris, no kidding), and two of them are available with AWD setups.  Both are labelled as “SH-AWD” which stands for “Super Handling All Wheel Drive,” proving that the Japanese do have a sense of humor.  The SH-AWD system is fairly complex and effective for an auxiliary AWD setup, unlike Honda’s less impressive “real time AWD” setups.  Since the RL and the TL SH-AWD use the same powertrain, we’ll focus on the newer and arguably more desirable TL.

2012 TL SH-AWD
MSRP: $42,885
Engine: 3.7L SOHC 24v VTEC V6, 305bhp and 273lb-ft (transverse mounted)
Transmission: 6-speed manual or automatic
Front differential: Open
Center Differential: None (driveshaft to rear wheels driven directly by transfer case from transaxle)
Rear differential: electronically controlled, individual planetary gears and active clutch packs which distribute torque left-to-right to neutralize under/oversteer

The SH-AWD system is arguably one of the most high-tech out there, especially for transverse-engine cars.  Although there’s no center differential to distribute torque front to rear, the transfer case can apportion power between 90:10 and 30:70 front to rear, and the rear differential can send 100% of torque to either rear wheel.  By actively overdriving one of the wheels in a corner, slip characteristics can be neutralized, giving the SH-AWD cars an even balance of grip.  Honda first dabbled with this torque-transfer diff in the 5th generation Prelude, which mainly offered dry-road handling benefits.  It’s now available in the TL and RL, and the MDX/RDX/ZDX SUV’s.  Unlike Honda’s simpler Real Time 4WD and VTM-4 systems, SH-AWD always sends some power to the rear wheels on takeoff, decreasing the likelihood of front wheelspin before the system intervenes.

-Pros: SH-AWD provides performance-handling benefits on dry and slick roads, making the TL feel less like a front-biased “slip ‘n grip” setup.  Also, the TL is one of the few AWD cars in this segment available with a manual.
-Cons: the front-to-rear torque distribution is still reactive, meaning the front wheels may spin before the rear wheels grip in a straight line; this is an inherent flaw in auxiliary AWD systems.  Also, the complexity of the system could be a potential concern for long-term reliability.

Audi

Audi is a pioneer in AWD systems, and theirs has evolved considerably over the years.  They offer two different types of AWD in their sedans and hatchback: “Torsen” (Torque-sensing) Quattro in vehicles with longitudinal engines, and Haldex (auxiliary) AWD in transverse-engine vehicles.

Audi A3 2.0T Quattro
MSRP: $30,850
Engine: 2.0L Turbocharged 16v I4, 200bhp/207lb-ft
Transmission: 6-speed twin clutch automated manual (S-Tronic)
Front differential: Open, Electronic Brake Lock
Center differential: Electronically controlled multi-plate
Rear differential: Open, Electronic Brake Lock

The A3 uses Haldex AWD.  Haldex is a name you’ll hear often; it’s a Swedish company that licenses its AWD technology to a large number of manufacturers.  It’s designed for transverse-engined applications, such as the A3.  The Haldex center differential is a multi-plate clutch unit (rather than a viscous unit) which can send power to the rear wheels when it receives a signal that the fronts have started to slip, thus making it an auxiliary system.  The A3 uses “Electronic locking differentials” for the front and rear – which means they’re normal open differentials, but when an ABS wheel speed sensor detects slippage, it applies the brake on that wheel to transfer power across the axle to the one with grip.  There is no mechanical locking function- meaning the entire system is “reactive” – it does something after a wheel starts to slip, rather than before.  The TT also uses this system.

Pros: Seemless operation in the dry, minimal fuel economy penalty, can fit in the A3′s tight engine bay
Cons: an entirely reactive system which waits for the wheels to slip before doing anything; “real” Quattro (read some Audi forums, you’ll see) works much better.

Audi A4 2.0T Quattro
MSRP: $33,300
Engine: 2.0L Turbocharged 16v I4, 211bhp/258lb-ft
Transmission: 8-speed automatic or 6-speed manual
Front differential: Open, Electronic Brake Lock
Center differential: Torque-sensing with planetary gearset, allowing an asymmetric 40:60 static torque distribution, self-locking.  This differential can send up to 80% of torque to either axle.
Rear differential: electronically locking

While the A4′s Torsen system uses the same “brake-lock differentials” in front and rear as Haldex, it’s center differential is where the advantage is found: rather than 90% of torque going to the front wheels as standard, 60 percent goes to the rear, giving the new A4 a more rear-biased demeanor.  It has a 4:1 split ratio, meaning it can mechanically send 80% of torque to either axle depending on grip.  It doesn’t rely on electronics to decide where to send torque; it’s already gone to the right place before the wheel even slips.  The current S4 uses this same system, with the optional addition of an electronic rear differential that actively partitions torque from left to right to correct understeer.  The A6 and A8 also uses this system.

Pros: How all-wheel-drive should be done: active, not reactive front to rear torque split means you almost always have grip, with a good static distribution.  Center diff is mechanical and predictive.
Cons: Still open front and rear differentials except on optioned-up S4′s, the A4 is still quite nose-heavy even if it’s better than previous models in that regard.

BMW

BMW’s AWD system is known as xDrive.  It’s fairly sophisticated, in comparison to BMW’s previously simplistic “do we have to offer AWD?” setups.  Unsurprisingly, it’s somewhat similar to Audi’s Torsen Quattro setup.

BMW 328i xDrive
MSRP: $36,600
Engine: 3.0L DOHC 24v I6, 230bhp/200lb-ft
Transmission: 6-speed manual or automatic
Front differential: open, electronic brake-lock
Center differential: Multi-plate, electronically actuated, locking
Rear differential: open, electronic brake-lock.

The main difference between Audi Torsen Quattro and BMW xDrive is the native driven wheels: The BMW xDrive system is built off the RWD setup, even though the stock torque split is 40:60 front to rear (like the newer Audis.)  The multi-plate center diff (rearward of the transmission) can send 100% of torque to the front or the rear wheels, and can also lock at 50:50 for maximum traction.  Left-to-right torque distribution is done by brake-locking differentials through the stability control system, like the Audi.  It can also use the brake lock differentials to correct for oversteer or understeer.  These systems are finally on similar footing – finally.  BMW’s old AWD setup was a lot less capable.  The downside is increased ride height and weight on xDrive models, which numbs steering response and turn-in.  Can’t have your cake and eat it too.  The xDrive system is available on almost all BMW’s now – 328/335 sedans coupes and the 328 wagon, 5-series sedan and GT, 6-series Coupe, 7-series sedan, and all the SUV’s have it standard.

Pros: Rear-biased active AWD, good handling balance, full center differential torque split capability, available with manual or automatic transmission
Cons: Heavy, higher ride height, fuel mileage and fun-to-drive penalty.

Cadillac

In Cadillac’s continuing efforts to keep up with the Joneses, the CTS sedan is available with all-wheel-drive in V6 form – sadly, no CTS-V AWD yet.  The STS is also available with AWD, but it’s technically out of production already, so we’ll skip that.  The ATS will be available with AWD as well, but there isn’t a wealth of details on that yet as it isn’t in production.

Cadillac CTS AWD
MSRP: $39,900 ($45,065 if you want the 3.6L V6)
Engine: 3.0L DOHC 24v DI V6, 270bhp/223lb-ft
Transmission: 6-speed automatic
Front differential: open, electronic brake-lock
Center differential: multi-plate clutch type, electronically controlled
Rear differential: open, electronic brake-lock.

It’s actually a bit difficult to find detailed information on Cadillac’s AWD setup, but after some forum digging I found the goods.  The system is supplied by Borg-Warner, and uses a multi-plate clutch type center diff and brake-lock front and rear differentials.  The static torque split for Cadillac is 25:75 front to rear: only Infiniti’s system has a higher static rear torque split.  This system is very similar in function to BMW’s setup, being integrated with the stability control system to brake individual wheels and send power where there’s traction.  Cadillac owners seem to like it. The upcoming (transverse-engined) XTS large sedan will use a Haldex setup.

Pros: Rear biased torque split, native RWD chassis, Borg-Warner makes good drivetrain components, minor MPG penalty
Cons: Automatic transmission only with long 3.23:1 final drive ratio, $3,000 price premium model for model – although some of that’s accounted for by the standard automatic tranmission.

Chrysler/Dodge

Both the Chrysler 300 and the Dodge Charger (same car) are available with a newly redesigned AWD system.  Didn’t know that?  You’re in the majority: it’s not a frequently publicized fact.  The system Chrysler uses on these cars is pretty clever, with one eye on functionality and the other on economy.

Chrysler 300 Limited AWD

MSRP: $34,820
Engine: 3.6L DOHC 24v V6, 292bhp/260lb-ft
Transmission: 8-speed ZF Automatic
Front differential: Open, electronic brake-lock
Center differential: Planetary gear, fully variable
Rear differential: limited-slip, 3.07:1 final drive

There are two clever things about the 300′s setup.  First, it uses a planetary gear instead of a clutch-type center differential, meaning the front to rear torque split is variable 100% to the front or the rear, in any increment.  Also, the 300/Charger utilizes an automatic front-axle disconnect system, which decouples the shaft from the transfer case to the front axle for improved efficiency.  The 300 is normally rear-wheel-drive, but will couple the front axle and apportion torque forward in the event of slippage.  In addition, below a certain temperature (I’d guess 40°, but neither the press release nor the specifications chart specifies it) the car will start it in AWD, and decouple the front axle when there isn’t slip.  So yes, it’s an auxiliary AWD system that will slip then grip, but it’s more intelligent than most.

Pros: Planetary center diff for fully variable torque split, auto-disconnecting front axle for fuel economy, actually slightly lower than the normal 300.
Cons: 4mpg worse than the RWD sedan on the highway, mostly due to the weight and higher final drive ratio (3.07:1 versus 2.65:1 for the RWD 8-speed.)  V8 AWD models still have the Mercedes 5-speed auto, which is older than you.  200lb weight penalty over RWD, which means the 292-horsepower V6 has to push 4,235 pounds.

Ford/Lincoln

Ford’s entries into the luxury sedan market are pretty much just the Taurus and Lincoln MKS at this point.  The MKS EcoBoost is well over our $45,000 price cap, so let’s focus on the well-equipped Taurus SHO.  In addition to having that tasty 3.5L twin-turbo six, the SHO also has standard AWD,which is functionally similar to Haldex, although no longer supplied by them.

Ford Taurus SHO EcoBoost

MSRP: $38,155
Engine: 3.5L DOHC 24v V6, DI, Twin Turbocharged 365bhp/350lb-ft
Transmission: 6-speed automatic
Front Differential: Open, electronic brake lock
Center Differential: none.
Rear Differential: Open, electronic brake lock.

My experience with the AWD setup on the SHO is… less than impressive.  Perhaps the less-powerful naturally aspirate Taurus doesn’t have the same issues.  But the twin-turbo SHO exhibits noticeable torque steer on heavy throttle input while cornering, somewhat like an old Turbo Saab – something AWD cars shouldn’t do.  There’s no center differential; instead the SHO uses a clutch-type transfer case built into the transmission to regulate front-to-rear power distribution.  It’s similar in design to Honda’s RT4WD, and functionally to Haldex, while not working as well as either.  Sure, it prevents the SHO from nuking it’s tires to death with 350lb-ft of torque at 1,500rpm, but it leaves a lot to be desired in the snow.

Pros: Well, none of the rampant wheelspin you’d have with FWD
Cons: Doesn’t work very well.

Infiniti

Infiniti’s AWD offerings use variations of Nissan’s ATTESA-ETS AWD system, first seen on the ’89 (R32) Skyline GT-R.  This is an unusual system; there’s no center differential, but instead a transfer case attached to the end of the transmission which sends a driveshaft back up to the front. Their AWD system is available on the G25x and G37x sedan, G37x Coupe, the M37x and M56x sedans, as well as the FX and EX crossovers.  We’ll use the G37x sedan, because who wants a 205 horsepower all wheel drive Infiniti?  Exactly.

Infiniti G37x Sedan

MSRP: $38,000
Engine: 3.7L DOHC 24v V6, 328bhp/269lb-ft
Transmission: 7-speed Automatic
Front Differential: Open
Center Differential: None (Transfer case attached to transmission)
Rear Differential: Open, Electronic Brake Lock

In the G models, the transmission is attached direct to the back of the engine (as opposed to the GT-R, which has a torque tube and a rear-mounted transaxle.)  At the back of the transmission is a transfer case, driven by a multi-row chain, with a wet multi-plate clutch pack inside.  This transfer case has a high pressure oil pump attached to it, which circulates varying amounts of oil into the clutch packs to vary lockup.  A driveshaft passes out of the front of this transfer case to the right of the transmission and up to the front axle, into an offset differential that’s closer to the right wheel.  Another driveshaft comes out of the transmission and spins the rear differential just like a normal RWD G- although the X does not have the option of Nissan’s trick Viscous LSD in the rear, using a brake-lock differential instead.  The whole system is electronically controlled (ETS standing for Electronic Torque Split), using data from wheel speed and yaw sensors to vary lockup in the transfer case, and thus torque sent to the front wheels.  The ATTESA system defaults to 100% RWD unless it detects slippage from the rear, and can divert up to 50% of torque output to the front wheels.  This is a performance-biased AWD system designed primarily for handling prowess: the transfer case cannot lock at a 50:50 split, or divert more than half the power to the front wheels.  In especially hard cornering, ATTESA sends progressively less power to the front wheels to maintain the RWD handling bias.  It does work well in snow, but if you live in northern Sweden perhaps an Audi is a better choice.

Pros: 100% RWD until slip occurs, clever lightweight packaging (around 100lbs heavier than a manual G37), helps handling in good and bad conditions, you can tell people you have the AWD from a GT-R
Cons: Automatic only, only sends 50% power to front wheels, open diffs at both axles, more complex than most systems.

Lexus

Lexus’s AWD system is eerily similar to Infiniti/Nissans, at least for their transverse RWD cars.  AWD is available on the IS250, IS350 (finally!), GS350 and LS460.

Lexus IS250 AWD

MSRP: $37,225 (IS350 AWD: $42,480.  Probably worth it.)
Engine: 2.5L DOHC 24v V6, DI, 204bhp/185lb-ft.  (IS350: 3.5L DOHC 24v V6, DI and Port Injection, 306bhp/277lb-ft)
Transmission: Six-speed automatic
Front differential: open, electronic brake lock
Center differential: Planetary gear, limited slip with clutch-type transfer case
Rear differential: open, electronic brake lock

The Lexus AWD system is similar in design and function to Nissan’s ATTESA-ETS.  The transmission is mounted to the back of the engine, with a driveshaft going to the rear differential.  A planetary-gear type limited slip differential is attached to the transmission, with output to it regulated by a multi-plate clutch transfer case.  This differential on the rear of the transmission powers a drive shaft which sends power back to the front axle – just like the Nissan, only slightly more complicated.  In normal driving, the power split is about 80% rear, but it can send up to 50% to the front axle.  Some owners on Lexus forums complain that overall traction in snow is pretty poor; this might be due to the low-profile all season tires, because the system should (in theory) work as well as Infiniti’s.

Pros: AWD finally available with the IS350
Cons: Still not available with a manual, not as bad-weather capable as Audi’s or BMW’s system.

Mercedes-Benz

Mercedes-Benz followed Audi down the AWD road with great haste, bringing out their AWD system (called 4Matic) in the 1986 E-Class.  It was a fiendishly complex system of electronic and hydraulic controls back then, which gained a reputation for fragility.  It was gradually converted over to a mostly electronic system to avoid failure points.  Today, it’s available on almost all Mercedes Benz models: The C, E, and S-Class sedans, standard on the CL550 Coupe, and available on all the SUV’s.  In this self-imposed price bracket, the only option is the C300 4Matic Sedan.

Mercedes-Benz C300 4Matic Sport Sedan

MSRP: $38,020
Engine: 3.0L DOHC 24v V6, 228bhp/221lb-ft
Transmission: 7-speed automatic
Front differential: Open, Electronic Brake Lock
Center Differential: Multi-plate clutch, limited slip
Rear differential: Open, Electronic Brake Lock

Modern 4Matic is derived from the system originally developed with the help of Magna-Steyr in the 80′s, but it’s less complex and more effective.  There’s a transfer case on the end of the transmission, which drives a diagonal driveshaft to the front axle.  Power distribution is controlled by a multi-plate clutch type center differential, with a static 45:55 front to rear power distribution.  Differentials in the front and rear are open, and use the brake-locking principle to apportion torque.  4Matic is integrated with Merc’s litany of three-letter acronyms: ABS, stability control, traction control, etc.  4Matic can send a maximum of 70% torque to the front or the rear axle, and it’s always on: there’s no slip ‘n grip, no disconnecting axles or weirdness.  Conventional and effective.

Pros: Constant traction, simple, well integrated with electronic subsystems
Cons: Automatic transmission only, they still haven’t put it in the C63 AMG for some reason.

Saab

With a long history of technical innovation, it’s no surprise that Saab was the first brand to adopt the sophisticated fourth generation of Haldex AWD – which incorporated an active torque-vectoring rear differential into the standard Haldex setup, first available in the sinister 2008 Saab 9-3 Turbo X.  It’s also no surprise that 20 years of criminal neglect from General Motors caused Saab to bleed red ink, be sold off to amateurs, and go bankrupt.  Thanks GM!

Subaru

Perhaps even moreso than Audi, Subaru’s entire reputation and image is built around sending power to all four wheels.  A 2WD Subaru is like TV without the remote, coffee without the caffeine, peanut butter without the jelly.  What’s interesting is that they use many different variations of the same “symmetric AWD” setup for their different models.  Want the best AWD system?  Get a Subaru.  Go to Vermont or high-altitude locations and count the Subarus.  You’ll see those that know agree.  Because Subarus were designed from the outset to have all four wheels driven, they don’t suffer from some of the problems that “add on” AWD systems do.  For this comparison, we’ll use the Legacy 2.5GT, which is the closest thing Subaru offers to a luxury sedan.

Subaru Legacy 2.5GT Limited

MSRP: $31,595
Engine: 2.5L DOHC 16v H4, Turbocharged – 265bhp/258lb-ft
Transmission: 6 Speed Manual
Front differential: Open
Center Differential: Clutch-type LSD
Rear differential: Viscous LSD

In all modern Subarus, the engine is positioned longitudinally (front to back), and the center differential is built into the transmission – sort of like a Saab 900, except there’s a driveshaft going to the rear wheels as well.  In manual Subarus, both the center and the rear differential operate on the viscous principle: meaning a speed difference between the two shafts causes the fluid inside to heat up, it’s viscosity to increase, and the plates than spin faster slow down, transferring power.  Automatic Subarus use an electronically operated clutch pack to do the same thing, but they’re more complicated.  Upper-end Subarus (like the Legacy GT, WRX and STi, as well as the Outbacks) also incorporate a limited-slip rear differential for increased traction, something most of these AWD cars don’t do.

Subaru’s system normally operates on a 50:50 split, but it automatically transfers power to the wheels that need it using the viscous fluid principle.  Subaru’s use of horizontally-opposed motors has it’s own benefits, mainly lower weight distribution.  They might not make the most refined cars, but their AWD systems work the best, and generally presents the least reliability concerns – as long as you don’t have mismatched tires.

If a detuned STI motor and a tight six-speed manual aren’t your thing, you can also get a high end Legacy with an automatic – the 3.6R, with it’s 24v naturally-aspirated flat six makes 256 horsepower and has a 5-speed automatic.

Volvo

Volvo has been offering AWD in the US since the V70 XC of the late ninties.  It’s supplied by Haldex, so it’s identical in function to Haldex systems in VW/Audi/Ford etc.

Volvo S60 T6 AWD

MSRP: $38,450
Engine: 3.0L DOHC 24v I6, Turbocharged – 300bhp/325lb-ft
Transmission: 6-speed Automatic
Front differential: Open, Electronic Brake Lock
Center Differential: None
Rear Differential: Open, Electronic Brake Lock

The AWD Volvos utilize third-generation Haldex (with the exception of the XC60, which uses fourth-generation and incorporates an eLSD in the back.)  As such, there’s no traditional transfer case – there’s a multi-plate clutchpack driven by the transmission, which powers a driveshaft to the rear wheels.  Volvo’s AWD setup is normally a 95:5 power split biased towards the front wheels, and when slippage occurs it sends power rearward, like transverse-engined Audis.  It’s a vast improvement over Volvo’s old in-house design which used a viscous coupling instead of clutch plates, but it’s still a reactive slip ‘n grip system.

Pros: Proven Haldex architecture, better fuel economy than a full-time system
Cons: Still a reactive system with noticeable front bias, auto-only in the new S60, will noticeably spin the fronts before it powers the back.

So having gone through that great mess, what are we left with?  Well, as with any car decision, it really depends on what you want and what you need.  If you live in an area that only occasionally gets bad weather (like North Carolina for instance, where we just got the first snow of the season 2 days ago, and it was all gone by morning) then a reactive, part-time “auxiliary” AWD system will be more than adequate.  If you live somewhere that’s covered in the devilish white stuff almost all the time, perhaps an IS250 AWD is not for you.  Sure, some of these systems work very well in all conditions (Subaru, Audi) and some don’t really work well ever (Ford), but it depends on your needs.

For areas with truly horrendous weather, I’d go for a Torsen Audi, any Subaru, or an xDrive BMW – in theory, they’ll give you the biggest advantage traction-wise.  The Nissan ATTESSA system hits a nice middle ground of doing everything pretty well; it marginally improves dry-road performance while making the Skyline/Infiniti G a useful winter tool.

Beyond the basic characteristics and abilities of these systems, we get down to personal preference.  If you want a manual and all-wheel-drive, you can cross a few off the list – Cadillac, Chrysler, Ford/Lincoln, Infiniti, Lexus, Mercedes-Benz and Volvo won’t sell you an AWD car with a clutch pedal.  If you want a wagon, your choices are even narrower: the BMW 328xi Touring, Audi A3 Sportback and A4 Avant, and CTS SportWagon.  There’s the Infiniti EX35, which is really just a G hatchback, and the high-riding Volvo XC70 (based on the larger S80) and Subaru Legacy Outback- neither Volvo nor Subaru offer a “regular” wagon any more.  Narrow that down to manual, AWD wagons and it’s just the 328i xDrive Touring, A4 Avant, and lower end Legacy Outbacks – and good luck ever finding a 328i xDrive manual wagon!

So, if it were up to you, which of these foul weather friends would you most like to take home?  I’m a Subaru and Audi kind of guy (since they don’t make Saabs any more) and I’m intrigued by the Legacy 2.5GT or a 5-door WRX, but your mileage may vary.  Did you find this buyer’s guide useful?  Did I leave something out?  Drop us a line in the comments box below!

It got me thinking, if you’re a young driver who’s into your cars, and want to trade up from the runabout you learnt in, what does going golden oldie get you over what you could spend on some brand new metal? For argument’s sake, the Fiat 500 TwinAir Adnan played hide and seek in last week goes for around £12,000. A tidy Clio Williams can be had for £5,000, and the thorny problem of insurance? Well I’m fairly typical, a 20 year old male with a year’s no claims, and my best quote is: £1,570. Not cheap I grant you, but we’ve hypothetically spent just half of what Fiat asks for its trendy, chic little retro-mobile.

Of course, the new car gets a warranty, several airbags, the latest know-how in crash test body construction, and you don’t have to pay the government a penny in road tax because its tiny two-pot only coughs out 95g of CO2 for every km you go. The Fiat is the car your parents want you in – it’s safe, reliable, economical, not quick enough to get you into serious trouble, and has the electronic whizz-bangery underneath to get you out again.

Now to plenty, that’s job done, goodnight, I’ll have the Fiat, thanks very much. But if you’re serious about your driving, and place enjoyment behind the wheel high on your list of priorities when buying a small car (and who doesn’t) then the Williams, and similarly aged pocket rockets start to make plenty of sense. I’ve had the privilege of being passengered in a well driven one along a testing B-road, with crests, blind brows, tight turns and sweeping bends. The suspension is way more supple than a modern hot hatch (and a bouncy 500, for that matter), and that, coupled with the fact you sit considerably lower than a Noughties era supermini, means you feel like you’re carrying plenty of speed and can chuck the car about, without really troubling its components, and your wallet.

What’s more, when bits do break off or stop working, a lack of onboard electrical systems to diagnose every fault, or cause them in the first place, means fixing your own car is a far easier. I should know, I’ve got a Ka, and what it lacks in street cred it carries in ruggedness. If something goes wrong, it’s a case of breaking out the Haynes manual and the toolbox and getting stuck in. No labour costs, no dealer messing about, just learning about your own machine and keeping it in decent nick.

I’m aware this is a well-worn point, but the notion of grabbing a cracking hot hatch from a few years ago, versus simply wanting what’s advertised during music channel breaks is so tempting. That’s not to say I wish I’d passed my test in the Eighties because the Peugeot 205 GTi is The Best Hot Hatch Possible; my ‘real world’ lottery win car would be either a Suzuki Swift Sport or RenaultSport Twingo Cup – they’re ridiculously desirable. I’m not averse to brand new cars at all. For half the outlay though, a Clio Williams, Lupo GTi or Fiesta XR2i to name a few are too interesting to ignore.

If you’re tempted by some blasts from the past as your next wheels, or are already the proud custodian of a modern classic, spill the beans in the comments below.

Ahead of its Geneva 2012 debut, Aston Martin have treated us with images of the new V8 Vantage Coupe and Roadster which have had engineering and styling tweaks for this year.

At first glance it looks exactly the same as the old Vantage, after all why change those drop dead gorgeous looks? But lean in a little closer and you’ll notice some differences. For instance, the air intake is larger and is housed by a new front bumper and splitter. There’s a new rear diffuser at the back and race inspired sills down the side. The hardcore Aston Martin fans will tell you that these new styling cues remind them of the old Vantage S and the limited edition N400.

Under the bonnet is the same 420bhp 4.7 V8 you obviously bought with the Vantage in 2008 which gets the car from 0-60mph in 4.7 seconds and up to a top speed of 180mph. The standard six speed manual gearbox hasn’t been touched either but now you’ve got an optional Sportshift II automated manual gearbox available which comes with seven gears instead of six for better economy and cruising.

The biggest change is the experience behind the wheel. Aston say that the new Vantage comes with quicker steering thanks to a re-valved power steering pump which should give more feedback and agility. There are also a new set of 380mm cast iron ventilated front disks and six-piston calibers which should help stop the car quicker and give you more brake pedal feel plus wider tyres which should give better grip round the corners.

If you think these changes will make the V8 Vantage more expensive, think again. The entry level price has been slashed from £90,895 to £84,995 for the coupe. That makes it around £2,000 cheaper than the standard Audi R8 but it’s still a lot more than the new Porsche 911 Carrera and the Jaguar XK. The Roadster’s price is down as well from £98,995 to £93,995 and that too undercuts the equivalent Audi R8 Spyder. C’mon, since when have supercar list prices been reduced, this is the time to snap up one of these badboys!

The only change to the Vantage S is the new seven speed Sportshift II gearbox which comes as standard and prices for that start at a fiver under £100k. The V12 Vantage continues as is, but if you really want to splash out your cash then look out for the V12 Zagato on the Aston stand at Geneva this year. Only 150 people with a spare £400k each can get their hands on it, and I’m going to go out on a limb and disagree with other journalists who say that the car is over-engineered and fugly…I think it’s one hot mama.

Appearances can be deceptive, but with the ASX Black everything comes at face value. We drove the standard Active Sporting Crossover ASX in September 2011 and found it to be a real contender against the popular Qashqai. Some issues arose in a slightly unrefined diesel engine and an ungainly manual six-speed, but one of the main issues I had with the car was its tame looks, especially in a “so 20th century” black metallic paint job.

In November last year, Mitsubishi decided to add a little spice to the ASX equation and announced the release of a special edition. Instead of nonchalantly pawing over the visual improvements, we decided to get our high-tops dirty and headed to our local field. Despite this particular ASX 4 being only equipped in 2 Wheel Drive, with 147bhp sent to the front wheels, we wanted to see whether this beast was afraid of getting a little muddy.

Cue the Mitsubishi ASX Black Edition Wintery Sports Day on YouTube.

Cutting straight to the headline figure, the ASX Black costs £1000 more than the equivalent ASX 4s at £22,000. So what do you get for the extra dosh? Under the hood, there really isn’t anything extra – the same 1.8-litre diesel powers the 1460kg car and propels it from 0-62mph in a smidgen under 10 seconds. 221 lb-ft of torque definitely helps the situation and helps the car to avoid feeling sluggish low down in the rev range. The diesel is still gruff on cold starts and harsh acceleration, and the fact that this isn’t a premium level car means that good insulation against tyre roar and engine vibration seems to have been left out of building materials.

So, it’s all the same car underneath the skin. But the skin itself shows some youthful upgrades.

Take the Polar White paint and Matt Black Roof combination. These really pack a visual punch and makes the car a strong head-turner as I experienced in Central London. Coupled with 17″ matt alloys, spoiler, mirrors and grille, the ASX Black Edition looks leaner, meaner and more expensive than the ASX4 Standard. Which is surely a good thing when premium competitors include the Audi Q3, which for similar spec would run you up £26,550 at the register.

On the inside, where there was leather there is now leather with carbon fibre detailing on the side supports. ASX Black badging has also been stitched into the backrests which will make showing off about your Special Ed that much easier.

Tech kit includes a multimedia system by Kenwood Electronics; all included is a handy reverse camera, sat-nav and simple iPod connectivity which can be controlled from the multi-function steering wheel (a necessity in today’s world)? Along with seat heaters, there isn’t much in the way of electronic luxury, but you get what you pay for and with the ASX Black, you’re getting a lot of car for your money.

With combined fuel economy of 51.4mpg, the final question to ask: who is this car for? In my mind, a specific type of creature comes to mind. He’s a married man. He’s a family man. He does a fair bit of driving, ferrying the kids back and forth from sports games. But he’s also image conscious and not yet fully matured. The wannabe gangster of the group.

As a result, he wants a car that is practical, affordable, economical and totally outrageous. The Mitsubishi ASX Black Special Edition is probably his ideal car. Damn straight, homie.

2012 Mitsubishi ASX Black Edition Full Gallery

The most dangerous roads in the UK are recorded as being in order of most accidents:

1. A537 Buxton to Macclesfield (Derbyshire / Cheshire)

2. A5012 Matlock to Pikehall (Derbyshire)

3. A621 Totley to Baslow (South Yorkshire / Derbyshire)

4. A625 Sheffield to Calver (South Yorkshire)

5. A54 Buxton to Congleton (Derbyshire)

6. A581 Chorley to Rufford (Lancashire)

7. A5004 Buxton to Whaley Bridge (Derbyshire)

8. A675 Preston to Blackburn (Lancashire)

9. A61 Wakefield to Barnsley (South / West Yorkshire)

10. A285 Petworth to Chichester (West Sussex)

Scotland’s poor record on road safety is partly due to the remoteness of much of the country’s road network. Many Scottish roads run through high ground where landslips or flooding are regular occurrences. Although drivers may feel safe driving on what are perceived to be remote, quiet Scottish roads, accidents can often occur as a result of poor weather conditions, poor road surfaces or a driver misjudging narrow bends.

The Foundation’s report revealed that the road that posed the highest risk was a section of the A537 between Buxton and Macclesfield in Cheshire, known as the Cat and Fiddle Pass. This single carriageway, with a speed limit of 50mph, runs through the Peak District National Park with steep drops and severe bends and dry stone walls running almost the whole of its length. Popular with heavy goods vehicles, tourists and motorcyclists, most crashes happen during summer in daylight hours during weekends.

The report concluded that single carriageway roads are twice as dangerous as dual carriageways. An accident was six times more likely to occur on a single carriageway road than on a motorway. A-roads and motorways were responsible for a quarter of deaths of motorcyclists although, all in all, a 5% reduction in deaths on motorways and A-roads had been recorded over the past few years.

Over 30,000 people have been seriously injured and a further 30,000 killed on Britain’s roads in the last ten years. This shocking statistic shows that people driving in Britain are four times more likely to be killed than doing any other day-to-day activity. The main cause of death among young adults is road crashes.

Whilst the government is putting vast sums of money into road improvements, cutbacks in public spending mean that it may be many more years before some of the major accident black spots are scrutinised and worked on. For anyone unfortunate enough to be involved in a road traffic accident, help is at hand from highly experienced solicitors. It is advisable to make contact with these professionals immediately following an accident.

This guest post was contributed by Leyla, an aspiring blogger who enjoys writing on a range of legal and automotive issues. She is currently writing on behalf of EAD Solicitors, an established law firm based in Liverpool, who specialise in road traffic accident claims.

They go hard in Russia.  No joke,  racing in Russia is serious business.  Some might say that in Russia, racing drives you.  Anyway, if you haven’t heard of the Moscow Unlimited 500, you need to check out this YouTube video.  It’s 47 minutes long and you can watch it in HD -- I recommend some earphones so you can really hear the cars.

It’s a mile-long drag race held about 50 kilometers northwest of Moscow, and only a limited number of participants are invited -- general guidelines being at least 500bhp and the ability to do 300km/h (186mph) in the standing mile.  So everything from Koenigseggs to Ram SRT-10′s show up.  A driver in a fully race-prepped Evo set a record time of 23.911 seconds in the standing mile -- which is frankly absurd.  Interesting to note that the Veyron finished Seventh (behind the Evo, two bikes, and four tuned GT-R’s) as well.  There are many more interesting race matches to see in the video; it’s worth a watch for the racing and the personalities as well.  The next one will be held May 19 and 20 of this year -- I doubt I’ll be able to make it out.  Maybe we have a reader closer to Moscow?  If you want to see the results from 2011, the Google translate link is here.

Remember the ’84-’93 Peugot 205 GTI?  Peugeot hopes you do.  That iconic hot hatchback, a trailing-throttle-oversteering bastard from the days of the MkII Golf GTI, has pretty much ruined every Pug hot hatch since then by way of comparison.  Not necessarily in terms of raw performance: The fastest 205 GTI they ever made had a 1.9L 126bhp engine, meaning it might lose a stoplight drag race to a modern Corolla.  No, what journalists continually bang on about is that no Pug hatch since (not including the 106 Rallye and 306 GTi-6, I suppose) has approached the tactility and connection to the driver that the 205 did.

Well, fingers crossed for the new one, which is debuting in “concept” form at Geneva in March.  The production version of the GTi will be shown at Paris in the fall, with sales starting in Europe early next year.  The new GTi is of course based off of the new 208 subcompact, which in my uncultured American eyes is a seriously funny looking vehicle.  The 206 was a long sight prettier.  Differences between the regular and GTI versions will mostly be the flared wheel arches and some small details like side skirts, a rear diffuser, etc.  But what’s up with that praying mantis mouth? It feeds a 1.6L direct-injection turbocharged I4, shared with the RCZ sports coupe (as well as the current Mini Cooper S.)  It makes 200bhp and 188lb-ft torque, or 203lb-ft on WOT “overboost” mode like the Mini.  Power is sent to the front wheels through a six-speed manual gearbox.  Other facts: the GTI will have a 36mm wider track than the 208, and upgraded brakes with 302mm calipers up front and 249mm calipers in the rear.  The GTi gets interior upgrades in the form of an Alcantara-wrapped dashboard, leather flat-bottomed steering wheel, and leather/cloth sport seats.

The other 208 Peugeot will be displaying at Geneva is this, the XY concept.  It’s a more luxurious take on the 208 subcompact, designed to compete with the Citroen division’s upscale DS3 subcompact.  On the outside, the most noticeable thing is that gorgeous, thick-enough-to-swim-in paint.  Peugeot calls in “Pulsion”, and it’s supposed to shift color depending on the angle and lighting you view it in.  It’s made up of sixteen different coats of paint and lacquer.  On the inside, the XY signals a return to the delightfully French bizarre, sybaritic luxury of the past.  Dark purple leather covers the dashboard, arm rests, steering wheel, and shifter.  The XY gets the cloth/leather sports seats from the GTI, and there’s ambient lighting and black trim around the sunroof to spruce things up.  I like it – too bad we’ll never get anything like it in the states.  Apparently power isn’t a luxury to the French, because the XY is motivated by the 208′s standard 1.6L turbodiesel with 115bhp and a 6-speed.

I really like Volvo’s C30.  It’s a really attractive 3-door sports hatch-thing, powered by a torquey turbocharged five-cylinder, it’s got a nice interior with a touch of that Nordic minimalism, and it manages to have both a plunging rooflline and room for 2 adults in the back.  Apparently I’m in the minority, because not a lot of people have bought the C30.  Volvo’s replacement for the unloved hatch keeps the sexy, but aims more directly for the heart of the Golf market: a 5-door hatchback called the V40.  A few grainy low-resolution photos of it have leaked online in the past few days, ahead of it’s debut at Geneva.  No real details on it yet, but what do you guys think of the styling?

Do you want a Jaguar XK/R, but find the regular models too… pedestrian?  Perhaps they have the stench of mass production about them?  Maybe you’re thinking about spending twice as much on an Aston V8 to get that whiff of exclusivity, but your significant other says you’re mentally handicapped and won’t allow it.  There’s a solution!  Jaguar is introducing special edition versions of the XK and XRS Coupe/Cabriolet called the Artisan, and it’ll give you your fix.  The interior receives most of the upgrades: textured “Scraffito” (?) leather covers the 16-way adjustable heated sports sedans, the dashboard, instrument panel, door and rear quarter panels.  There’s also a leather headliner, a 525-watt Bowers & Wilkins stereo, a heated steering wheel, and two new veneer finishes.  Why don’t I show you a picture of the outside?  Because it looks like an XK with different wheels and special paint.  Look at that interior… just look at it.  Sure, Audi’s interiors have that teutonic solidity and high-tech feel: but none of them are this inviting.  Pipe and slippers are a prerequisite for purchase.  Want.

Soon, stars in reasonably priced cars will have a nicer place to sit while they pedal around Top Gear’s test track.  Assuming that TG’s current Cee Apostrophe Dee explodes soon, which it probably won’t.  Shame, because there’s a new Cee’d coming to Geneva.  The pace at which Hyundai and Kia are reinventing themselves and their product lines is absolutely shocking – remember when Kia sold crap like the Sedona and Amanti?  Anyhow, the new Cee’d is Kia’s version of the Hyundai i30, which we (will) receive in the US as the Elantra GT- so it stands to reason that what we see here as the Cee’d we’ll see in the states as the new Forte.  Considering the Forte came out four years ago and still isn’t really “outdated,” that’s kinda cool.

The new Cee’d is a lot more dramatic looking than the old model (or the Forte/Cerato) it will replace, with an especially expressive face.  The Kia corporate grille is present here, flanked by pulled-back headlights with LED running lights as well.  The tail lights look a little out of place (especially compared to the new Rio) but otherwise, no styling complaints.  The biggest change is the interior layout, which is much improved.  The Cee’d borrows it’s driver-centric dashboard layout from the larger Optima sedan, with an instrument panel canted towards the driver in a somewhat Audi-like design.  There’s the requisite big touchscreen satnav and auto climate contro, and the seats look particularly nice.  The Cee’d will likely get the same 1.4 and 1.6L motors as the i30 in Europe, with larger engines in America where we love torque and burnouts.  This could be a serious competitor to the posh new Focus.

A single image of the new Audi A3 leaked out on Wednesday, previewing the 3rd-generation Audi compact hatch that should also be showing up at Geneva.  It’s based on the new VW corporate mid-sized architecture, that will underpin the next Golf.  No word on how auto-forum.cz got their hands on the picture, but we won’t have to wait long to see the whole thing.  I know it’s an all-new product, but it sure looks the same as the current one – I suppose Audi doesn’t want to mess with success?

And finally, rumors are circulating around the internet that Ford’s working on another variant of their ironically-named “EcoBoost” engine series.  Currently there are 1.6 and 2.0L I4′s, plus the beast 3.5L 24v V6 that powers the SHO.  Word has it that Ford’s cooking up a 2.3L “EcoBoost” I4 that will be suited to longitudinal or transverse mounting, with power output estimated between 300-350 horsepower.  Why should you care?  Well for one, who doesn’t want a turbocharged four with 130-150bhp/l?  And secondly, this proposed bigger EcoBoost will power both the upcoming Focus RS, and a revival of the Mustang SVO – a lighter, better handling performance Mustang powered by a Turbo four.

The latest model returns to the idea of subtle evolution, being a moderate re-evaluation of the previous edition, which has taken on board some of the criticism directed at that version’s design whilst adding a more fuel efficient and greener set of engine options.

The 1.8 I-VTEC ES Civic showcases some internal improvements with a more refined cabin design, although the heavily digital instruments may be a little too “different” for more traditional drivers. It is increasingly clear that Honda are aiming their Civic range at younger drivers with radical tastes. However, the needs of more conservative customers are recognised in the level of refinement offered by the latest Civic on the road and the car boasts high levels of internal space and room in the boot to make it suitable for family use.

One of the major drawbacks to the new Civic is the cost which is surprisingly lofty for a non-premium model starting at £16,495, but the car does offer a decent level of equipment as standard and given the reputation Honda vehicles have for reliability, the overall running costs are likely to be low. The Honda Civic 1.8 I-VTEC ES has an overall safety rating of seven out of ten according to the AA website, recognising the presence of twin airbags in the front and sides of the car, which come standard. The car has nannies such as electronic stability control, anti-lock brakes with assist and Isofix child seat mounting points.

If you’re looking for safety in a car to avoid a serious injury then safety features are an important decision factor. If you have been in an accident and you want to know more about car accident claims, then you can visit a solicitor who will be able to discuss your case with you.

Three images of the new Audi RS4 Avant leaked out to Autoblog.nl and GTSpirit today, before it’s official reveal at Geneva in April.  The RS4 Avant is the first RS variant of the new B8 Audi A4.  The rumor had been that the RS4 would use a higher-output version of the S4′s 3.0L supercharged V6, somewhere around 400 horsepower, but apparently not – it’s got the same 4.2L direct-injected V8 as found under the hood of the RS5, tuned to 450 horsepower.  It will come with a 7-speed DSG gearbox and Quattro AWD, of course.  The V-spoke alloy wheels and bulging bodywork are specific to the RS4, as are the larger brakes and more aggressive front and rear valences.  Very tasty; but still 106bhp short of Cadillac here – just saying.

Kia released teaser images of it’s upcoming large flagship sedan, codenamed the “KH.”  From these drawings, I see quite a bit of BMW 5-series here – in the headlights and definetely the tail lights.  The KH will be based on the Genesis platform, and it will be Kia’s first RWD car.

The “KH” was previewed by the Kia GT concept shown at last year’s Frankfurt show, and since then the styling has evolved quite a bit, gaining cleaner details and a more realistic greenhouse.  Best bets for power would be similar to the Genesis: direct-injected 3.8L V6 and 4.6 or 5.0L “Tau” V8′s.  If they make the suspension tuning more sports-oriented than the Genesis sedan (which would fit in very well with K/H’s brand seperation strategy) this could be a particularly appealing large sedan… from Kia.  The KH will be introduced in the Korean domestic market within the first half of this year, with sales elsewhere starting between 12-18 months from now.  I’m excited.

Hyundai has released pricing details on two new models: the 2013 Genesis Coupe (above) and the new Azera.  The Genesis lineup benefits from revised engines and styling, and 8-speed automatics optional with either engine.  Pricing below.

• Genesis Coupe 2.0T Base: $24,250 with 6-speed manual, add $1,250 for 8-speed automatic
• Genesis Coupe 2.0T R-Spec: $26,500 bigger wheels and brakes, limited-slip diff, 6-speed manual only
• Genesis Coupe 2.0T Premium: $28,750, 8-speed automatic only, Navigation, Driver’s side power lumbar, etc
• Genesis Coupe 3.8 R-Spec: $28,750, 6-speed manual and 348-horsepower V6, wheels/brakes/LSD
• Genesis Coupe 3.8 Grand Touring: $32,000, 8-speed automatic only
• Genesis Coupe 3.8 Track: $33,000 for 6-speed manual, add $1,250 for 8-speed automatic

The Azera is completely redesigned for 2012, with a new body and an updated direct-injected 3.3L V6 with 293 horsepower and a 6-speed automatic.  This FWD competitor for the Taurus, Avalon, Maxima, LaCrosse etc starts at $32,000 and goes up to $36,000 for the Technology Package, which adds Xenons, 19″ wheels, Panoramic sunroof, side and rear window shades, a premium stereo, ventilated front seats and other goodies.  One for the golf set.

Audi is introducing a hotter version of the TT-RS Coupe and Roadster at Geneva, creatively named the TT-RS Plus.  There’s some precedent in this goofy name, starting with the euro-market 1997 Audi S6+ Avant, which had a 322bhp 4.2L V8 instead of the normal 2.2L I5.  There was also the (C5) RS6 Plus, which had 473bhp instead of 444.  So what’s done to the TT-RS Plus isn’t surprising: a smidgeon more power.  The growling 2.5L Turbo 5-cylinder has it’s output upped from 340bhp to 360bhp (presumably through some coding in the ECU) and there’s a new sound flap in the exhaust for even more growl.  The Plus gets a set of 19″ wheels with a red lip, matte-finish trim on the front grille, and other stuff that only Audi nerds will notice.  It will be available in Coupe and Roadster with a manual or a DSG- the Coupe DSG will do 0-100km/h in 4.1 seconds, the Roadster manual in 4.4.  Pricing ranges from €60,650 for a manual coupe to €65,650 for a DSG Roadster.  They probably won’t sell it in America, but don’t cry, just go to your local Unitronic dealer, plunk down 500 bucks, and make more power anyway.

British boutique sports car maker Caterham is working on a clean-sheat design sports car, according to an interview with CAR magazine.  Unlike the 90′s Caterham 21 (above) which was basically a rebodied 7 with real doors, the new Caterham sports car won’t be based off of an existing design.  It should come to market in 2015 in Roadster and Coupe forms (plus a third undisclosed variant), and will share some basic characteristics with the iconic minimalist sports car – it should be open-wheeled, light, and intense.  Beyond that, nothing yet.  A clean-sheet Caterham?  What’s next, a new Morgan Plus 8?

Yes, actually, it is a new Plus 8.  Morgan’s traditional Rover-powered drop top has been out of production since 2004, which is about when the Rover V8 finally breathed it’s last breath.  The Aero 8 has been carrying on in quasi-modern fashion, but recently there’s been a resurrection of classic Morgans: most notably the Harley-powered three wheeler.  Well, the traditional Plus 8 is back, and it’s going to be really f*!@#ing fast, to put it politely.  While it looks like the old ash-frame Plus 8, it’s actually the aluminum chassis of the Aero 8/Aeromax underneath- and it’s also got the snarling 4.8L BMW V8 from those modern cars too.  Weighing in at under 1,100kg (2,425lbs) with 367bhp, the new Plus 8 should be good for a sub 4-second 0-60 time.  It also looks amazing.  Morgan is debuting the new Plus 8 at Geneva, and it will be available for around £80,000 later this year.  Lucky bastards at PistonHeads are getting a long-termer before the car’s even out.

And finally, BMW released pricing on the upcoming 6-series Gran Coupe, which sits somewhere between the 6 and 7 series.  This low-roofed sedan will start at a hefty $76,895 for the six-cylinder 640i, which has a 3.0L turbocharged engine with 315bhp.  No word yet on how expensive the 650i, with it’s 445bhp twin-turbo V8, will be.  Just to put things in perspective: that’s $5,595 more than the MSRP of the V8-powered CLS550 (which has 402 horsepower!), and $17,645 more than the 3.0T (310bhp) Audi A7 Quattro.  It’s also $48,380 more than a VW CC.  Just saying.  Maybe BMW is going for the Panamera trick where expensive = good?  Never mind, it’s $1,300 more expensive than the V6 Panamera.  Good luck with that, BMW.